Train control system



June 16, 1931. 'r. BODDE TRAIN CONTROL sYs'rEu Filed Aug. .15

INVENTOR Theodore bodde A RNEYS EET Patented June 16, 1931 U-nits STATES ATENT; series THEODORE BODDE, OF 1\TIAGARA FALLS, NEW YORK, ASSIGNOE TO THE REGAN SAFETY DEVICES COIIPANY, INCL, OF NEW YORK, N. Y., A C}OR3?OlR-ATION OF NEW YORK TRAIN CONTROL SYSTEM Application filed. August 13, 1924 Serial No. 781,695

Thisinvention relates to train control systems, and more particularly to a train control system in which electron discharge devices carried by a moving vehicle are mag- 5 netically influenced from the roadside for producing indications on the vehicle corresponding to the conditions ofthe roadside; and has special reference to an improved train control system of the type described and claimed in my copending application Ser. No. 566,565, filed June 7, 1922.

,A principal object of my present invention centers about the production of a train control system in which vehicle speed governing and restricting mechanism is controlled and operated by the co-action of magnetically influenced vehicle carried electron discharge devices and roadside mechanism. In my aforesaid copending application, there is disclosed atrain control apparatus in V which a magnetically controlled electron discharge device or magnetron is employedas the instrumentality forreceiving magnetic impulses from the roadside to control and operate train control circuits, the said magnetron being constructed to produce persisting changes in the train control circuits after the magnetron has been momentarily influenced by the roadside mechanism located at intermittent control stations. The prime desideratum of the pres ent invention comprehends an improved magnetron train control system in which the electron discharge devices are operated for controlling train circuits to produce a num ber of different-train effects such as any of which show a preferred embodiment of my invention, and in which: to

Fig. 1 is a diagrammatic view of my improved train control system showing the cooperation between the vehicle carried and roadside mechanism, and Y Fig. Q'isan enlarged View showing diagrammatically the construction of the electron discharge device. 6 o- 1 Beferriig now more in detail to the drawings, to producethedifierent train effects or indications corresponding to any of a numberof different roadside conditions, the invention comprises the provision of a plurality of magnetically controllable electron discharge devices -M and M1 independently operable and combinedly controllable for operating train control circuits and roadside mechanism including a plurality of trackside control means T and'T for each roadside control station, each of the trackside means being individual to each of the electron discharge devices for magnetically influencing the same in the movement of the vehicle over thefroadway, the trackside means '1 being individual .to the electron discharge deviceM for influencing the latter to operate, the circuits controlled thereby, and the .trackside means T being individual to the electron discharge device M for influencing the latter to operate circuits controlled in turn thereby.

The electron discharge devices or magnetrons M and I3 2 are similar in design and have a construction as described and claimed in my copending application Ser. No. 650,- i

a linear filament 11, a cylindrical anode 12 arranged in circular symmetry with the cathode 11, and with means for creating controlling magnetic fields, the said means comprising the solenoids 13 and 14 arranged as Willhe detailed hereinafter in independent circuits, the said solenoids being provided for selectively controlling the activity of the magnetrons. In the diagrammatic illustrations in the figures, the solenoids for purposes of clarity have been shown arranged at the sides of the tube 10, but it will beunderstood that the actualconstruction comprises an arrangement of these solenoids in circular symmetry with both the cathode and anode, the solenoids encircling and surrounding the tube 10. In Fig. 1 of the drawings the parts of the magnetron corresponding to the parts described in connection with Fig. 2, are indicated by similar reference characters followed by the subcharacter 1? for the magnetron M and the sub-character 2 for the magnetron M For heating the filament or cathode of the magnetrons to obtain the desired emission of electrons, there is provided a glow circuit 9 for the magnetron M and 9 for the magnetron M each including the source cathode controls a circuit 0, for the magnetron M and 0 for the magnetron Mg, the circuit 6', including the source of energy 16, conductors 17 and 18, a relay magnet A, conductor 19, solenoid 13 anode 12 cathode 11 and conductors 20 and 21'; and the controlled circuit 0 comprises the source of energy 22, the conductor 23, a second relay magnet B, conductor 24, solenoid 13 anode 12 cathode 11 and conductors 25 and 26.

The solenoids 14 and 14 of both magnetrons are energized by independent circuits, the former being energized by a circuit (Z1 and the latter by a circuit (Z the circuit (Z comprising a source of energy 16, conductors 17 and 27, solenoid 14 and the conductors 28 and 21, while the circuit (Z comprises the source of energy 22, conductor 29, solenoid 14- and conductors 30 and 26. 7

As is well known, in the absence of any magnetic influence on the magnetron, the same will be open and a current will flow through the controlled circuit for energizing the said circuit to effect the operation of the electrically operated device in the controlled circuit. t is also well known that when the magnetron is subjected to the influence of a magnetic field above a predetermined or critical magnitude, the electron flow between the cathode and the anode will be interrupted for closing the magnetron and deenergizing the controlled circuit. For controlling the operation of the magnetron and the condition of the circuit controlled thereby in accordance with my invention, I provide means for producing opposed magnetic fields influencing the magnetron, the said opposed magnetic fields having a given resultant magnitude, which magnitude is selectively changed and re-established to produce different conditions of operation. To this end the solenoids 13 and 14 of a magnetron M are so wound and arranged on the magnetron tube as to produce magnetic fields in opposltlon, asindlcated by the arrows in Figs. 1 and 2 associated with the solenoids, the strength of the opposing mag netic field being so predetermined that the magnetic field produced by the solenoid 14 when acting alone is effective for establishing one condition of operation, and the strength of the resultant of both magnetic fields acting in opposition is effective for producing a different condition of operation. More specifically, and as fully disclosed in my aforementioned application, the strengths of the magnetic fields of the solenoids13 and 14 are such that when the solenoids are both energized and act in opposition, the resultant magnetic field is below the critical value of the magnetron so that the electron stream or flow between the cathode and anode is unhindered and the magnetron is open while and so that when the solenoid l3 alone is energized, the magnetic field influencing the magnetron exceeds the critical value of the magnetron, interrupting the electron flow and resulting in a closing of the magnetron.

For producing the different operations of the magnetron and circuit controlled there'- by, I provide means for modifying and reestablishing the resultant magnetic field active on the magnetron, the modification of the resultant field closing or rendering the magnetron inactive, and the re-establishing of the field effecting the opening or the reestablishing of the activity of the magnetron. Such control means comprises magietic elements for neutralizing the effect of the magnetic field due to the solenoid 13 when the controlled circuit is to be deenergized, and for re-establishing this effect when reenergization of the circuit is desired; and in the present form of my invention, such magnetic elements are provided by the trackside means T and T heretofore mentioned. The trackside means T comprises a permanent magnet 31 and a core 32 spaced closely adjacent thereto, the saidcore being arranged in a circuit comprising the source of energy 33, the contact 34, conductor 35, the magnet coil 36, and conductor 37, this circuit when closed producing an electromagnet 32-36 having a polarity opposite to that of the permanent magnet 31, as clearly shown by the designations SN applied thereto in Fig. 1 of the drawings. The trackside means T correspondingly comprises a permanent magnet 38 and a core 39 spaced closely adjacent thereto, the said core being provided with a circuit comprising the source of energy 40, conductor 41, contact 42, conductor 43, magnet coil 44 and conductor 45, this circuit when closed producing an electromagnet 3944 having a polarity opposite to that of the permanent magnet 38. r

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As already mentioned, the trackside means Ti is individual to the magnetron M and the trackside means T is individual to the magnetron M and to prevent either trackside means from magnetically influencing the magnetron associated with the other trackside means, the trackside elements 31 and 32 are arranged between the running rails 1", r at right angles thereto, while the trackside elements '38 and 39 are arranged between the running rails parallelling thesame, the components of on'etrackside means being therefore at right angles to the other; and corresponding to this arrangement the magnetron M is arranged with its axis parallel to the components of the trackside means T while the magnetron M is arranged with its axis parallel to the components of the trackside means T By means of this construction, as will be clear from the arrowed flux paths of Fig. l of the drawings, each trackside means individually controls its associated magnetron.

With the provision of the construction thus far described, it will be seen that'the relayvmagnets A and B may be independently operated and combinedly controlled for producing a number oftrain indications. Thus the following four different operations may be produced:

1. When both track contacts at and l2 are closed, the magnetron M -in first passing over the permanent magnet 31 receives a closing impulse, since the polarity of the permanent magnet is such as to oppose the magnetic field of the solenoid 13 and in passing over the exenrgized electromagnet 32-86 receives a re-opening impulse, since the magnetic field of the electromagnet is in opposition to the field produced by the solenoid 14 Similarly the magnetron M in passing over the permanent magnet 38 receives a closing impulse, this being followed by a re-opening impulse when the magnetron moves over the electromagnet 39l4 ofpolarity oppositeto the permanent magnet 38. It will be understood that although these influences are but momentary, the changesin the condition of the magner trons and in the circuits controlled thereby are rendered persisting by the arrangement of the solenoids 13 and 13 in the controlled circuits. Thus it will be seen that when the magnetron M is closed and the circuit 0 deenergized, the solenoid 13 is also deenergized and hence the magnetic field of solenoid 14 alone is dominant in determining the further behaviour of the magnetron after leaving the control point. Also upon obtaining a re-opening impulse, the circuit 0 is energized, energizing the solenoid 13 therein, and the resultant or the magnetic fields due to both solenoids is now effective for maintaining the open condition of the magnetronafter the same passes the control point. These persistingchanges are also produced in the circuitc by theaction of the magnetron M when influenced by its trackside elements." Thus with the trackside conditions as shown in full lines in Fig. 1 of the drawings, both relays Aand B after passing the control station are energized to close the contacts 46 and 47 controlled thereby, these contacts being shown in the full line ositions in Fi l of the drawin s.

QVVVhenthe roadside contact 34- is open and thecontact 42 is closed, the magnetron M will receive a'closing impulse when passing the permanent magnet 31, and will be uninfluenced by the open circuit of the core 32 so that the relay Ais deenergized and remains deenergized after passing the control station, the contacttl thereof assuming the dotted line position shown in the draw ings, while the magnetron M receives the sequential closing and reopening impulses for energizing the relay magnetB and maintaining the same energized after passing the control station, the contact 47 being maintained in its closed condition as shown in full lines in Fig. 1 of the drawings.

3. Conversely with the trackside contact 3d closed and the contact 42 open, the magnetron M will receive sequential closingand opening impulses to energize the relay mag net A and maintain the same energized, closing the contact 46, while the magnetron M will be influenced only by the permanent magnet 38 to close the magnetron, deenergize the relay B and open the contact 47.

4-. With both of the trackside contacts 34 and 42in an open state, it will be seen that both the magnetrons M and M will receive closing impulses only when passing a control point or station, effecting the deenergization of the relay'magnets A and B and the openingof both contacts l6 and 47.

It will be understood that the contacts 34- and l2 may be either manually controlled or controlled by either trackside or signal circuits corresponding to various track or tratlic conditionssuch as danger, caution andclear.

' The operations of the relay magnets A and B and the cont-acts controlled thereby maybe made to control any of a number of dilterent;trainf circuits for producing appropriate indications corresponding to the roadside conditions; and in the present exemplificationof the invention I show a plurality of circuits operable to produce unlimited and permissive speeds and stop eiiects combined with manual control corresponding to traffic conditions.

lVhen both relays A and B are energized, a high or unlimited speedofthe train is permitted the energization of a brake controlling' magnet 48 arranged in a circuit comprisingbattery 49, conductors 50 and 51, brake'vcontrolling magnet 48, conductors 52 and 53, contact 47 closed, conductor 54, contact 46 closed, and conductors 55 and 56.

When the relay magnet A is deenergized and the magnet B energized, a medium permissive speed condition 'is produced, the

' um speed contact m, conductor 60, contact 61 controlled by a magnet 62, which contact is normally closed, and conductors 63 and 56.

WVhen the relay magnet A is energized and the relay magnet B deenergized, a low permissive speed condition is produced provided the engineman is on the alert and operates an acknowledging. button or key 64, which latter comprises a receptacle 64 having a piston 64 therein, the receptacle containing a fluid effective on the piston to elevate the same when the button or receptacle is operated, the piston being connected to a rod 65 which engages the contacts 61, 66 and 67 for elevating and closing the same momentarily. The low speed circuit comprises the battery 49, conductors 50 and 51, brake controlling magnet 48, conductors 52 and 68, contact 67 normally open but closed when the push button 64 is operated, conductor 69, the magnet 62, conductor 70, the low speed contact Z, common contact 59 of the speed controller 57, conductors 58 and 54, closed contact 46, and conductors 55 and 56. When the normally open contact 67 is I closed by the operation of the acknowledging button, this circuit will be closed provided the speed of the train does not exceed the low prescribed speed, and the closing of this circuit will energize the magnet 62 for holding contact 67 in closed condition and for maintaining the circuit closed so long as the low prescribed speed is not exceeded. It is desirable when a low restrictive speed indication is received to inform the engineman when the speed of the train has been reduced to the desired low limit so that he may operate the key or button 64, and to this end there is provided the signalling element 71 arranged in the circuit including the battery 49, conductors 50 and 72, contact 66 normally closed, conductor 73, signal 71, conductors 7 4 and 70, low speed contact Z, common contact 59 of speed controller 57, conductors 58 and 54, contact 46 closed, and conductors 55 and 56. V

When the relay magnets A and B are both deenergized, all of the circuits con trolling the brake controlling, magnet 48 are open, resulting in the vehicle being brought to an absolute stop. For reenergizing the system after an absolute stop is produced, I provide manual control means for reenergizing the relay A, the said means preferably consisting of a circuit for shunting the solenoid 14 of the magnetron M the said shunt circuit including the conductor 75, the key 76, and conductor 77, the closing of the key beingeffective for removing the magnetic influence of the solenoid 14, and therefore reopening the magnetron M On reopening the magnetron M the relay magnet A alone will be energized to permit the train to proceed at the low prescribed limit. It will be understood that the operating key 7 6 will be located 011 the vehicle in a position to be operated only after the vehicle has been brought to an absolute stop.

The operation of my improved magnetron speed control system will in the main be fully apparent from the above detailed description thereof. It will be further apparent that numerous changes may be made without departing from the principles of the invention. It will be understood, for example, that the tracksid means and the associated magnetrons may be arranged in different ways to produce the selective controls. It will be further seen, for example, that if more combinations of control are desired, three instead of two sets of magnetrons on each train may be employed cooperating with three sets of magnets on the roadside, the three magnetrons being arranged in mutually perpendicular relation on coordinate axes, and the three sets of trackside means being correspondingly arranged on mutually perpendicular axes. It will be further evident that numerous other changes may be made without departing from the principles of the invention as defined in the following claims.

I claim:

1. In combination, a vehicle control mechanism including a plurality of relays combincdly controlling vehicle circuits, a plurality of electron discharge devices of which magnetic fields form controlling components one electron discharge device for each relay and roadside mechanism including a plurality of control means, one individual to each of the devices for influencing the same in the movement of the vehicle over the roadway.

2. In combination, a vehicle control mechanism including a plurality of magnetically controllable electron discharge devices arranged substantially at right angles to each other and roadside mechanism including a plurality of control means also arranged substantially at right angles to each other, a control means being individual to each of the devices for magnetically influencing the same in the movement of the vehicle over the roadway.

3. In combination, a vehicle control mechand the other e: erable in accordance with roadside conditions.

4:. In combination, a vehicle control mechanism including a plurality of electron discharge devices of which magnetic fields form controlling components, at least one of the electron discharge devices embodying means for effecting a persisting change in a vehicle circuit when the device is subjected to a magnetic influence of short duration, and roadside mechanism including a plurality of control means, one individual to each of the devices for magnetically influencing the same in the movement of the vehicle over the roadway.

5. In combination, a vehicle control mechanism including a plurality of magnetrons independently operable and combinedly controllable for operating train control circuits, each magnetron embodying means for effecting a persisting change in a vehicle circuit when the device is subjected to a magnetic influence of short duration, and roadside mechanism including a plurality of control means, one individual to each of the magnetrons for magnetically influencing the same in the movement of the vehicle over the roadway.

6. In combination, a vehicle control mechanism including a plurality of relays combinedly controlling vehicle circuits, a plurality of magnetically controllable electron discharge devices one for each relay and each device embodying means for effecting a persisting change in its relay when the device is subjected to a magnetic influence of short duration, and roadside mechanism including a plurality of control means, one individual to each of the devices for magnetically influencing the same in the move-.

ment of the vehicle over the roadway,

7 In combination, a vehicle control mechanism including a plurality of magnetically controllable electron discharge devices arranged substantially at right angles to each other, each embodying means for effecting a persisting change in a vehicle circuit when the device issubjected to a magnetic influence of short duration, and roadside mechanism including a plurality of control means also arranged substantially at right angles to each other, a control means being inc ividual to each of the devices for magnetically influencing the same in the movement of the vehicle over the roadway.

8. In combination, a vehicle control mechanism including a plurality of magnetrons, each-embodying means for effecting a persisting change in a vehicle circuit-when the device is subjected to a magnetic influence of short duration,'and roadside mechanism including a plurality of sets of magnetic elements, one set individual to each of the devices for magnetically influencing the same in the movement of the vehicle over the roadway, each set consisting of two magnetic elements one of-ewhich is operable in accordance with traflic conditions.

9. In combinatiom'a vehicle control mechanism including a pair of magnetrons each having means for producing opposed controllingmagneticfields, and roadside mechanism including a pair of control means one individual to each ofthe magnetrons for influencing the same in the movement oi the vehicle over .a roadway.

10. In combination, a vehicle controlmechanism including a pair of magnetrons each having means for producing opposed controlling magnetic fields having a resultant -magnitude to permitv activity of the magnetron, and roadside mechanism including a pair of control means one individual to each of the magnetrons for influencing the same to modify the resultant of said fields for 'deenergizing the magnetron in the movement of the vehicleover-a :roadway.

11., In combination, a vehicle control mechanism including a pair of relays combinedly controlling vehicle circuits, a pair of magnetrons one for each relay, each magnetron having means forjproducing opposed controlling magnetic fields, and roadside mechanism including a pair of sets of magnet elements one set'individnal to each of the magnetrons, for'influencing the same in the movement of thevehicle over a roadway.

12. In combination, a vehicle control mechanism including a pair of magnetrons each having means for producing opposed r controlling magnetic fields having a given resultant magnitude, and roadside mechanism including a pair of control means one individual to each of the magnetrons for influencing the same to change and re-establish the resultant field thereof in the movementofthe vehicle overa roadway.

13. In combination, a vehicle control mechanism including a pair of magnetrons independently operable and combinedly controllable for operating train control cir-. cuits, each magnetron having means for producing opposed controlling magnetic fields having a given resultant magnitude, and roadside mechanism including a pair of sets of magnetic elements, one set individual to each of the magnetrons for influencing the same to change and re-establish the resultant field thereof in the movement of the vehicle over a roadway;

trons, each magnetron having a solenoid cffective for establishing a given activity ofthe magnetron and a second solenoid for opposing the influence of the first solenoid for establishing a different activity of the magnetron, and roadside mechanism including a plurality of' magnetic control means one individual to each of the magnetrons for influencing the same to establish the given or different activity of the same in the movement of the vehicle over the road Way.

15. In combination, a vehicle control mechanism including a plurality of relays, a plurality of magnetrons, each magnetron having a solenoid effective for establishing a given activity of the magnetron and a second solenoid in circuit With one of the relays f'or opposing the influence of the first solenoid for establishing a-diff'erent activity of the magnetron, and roadside mechanism including a plurality of sets of magnetic elements, one set individual to each of the magnetrons for influencing the same to establish the given or different activity ofrthe same in the movement of the vehicle over the roadway.

16. In combination, a vehicle control mechanism including a plurality of magnetrons arranged substantially at right angles to each other, each magnetron having a solenoid effective for establishing a given activity of the magnetron and a second solenoid for opposing the influence of the first solenoid for establishing a different activity of the magnetron, and roadside mechanism including a plurality of magnetic control means also arranged substantially at right angles to each other, a control means being individual to each of the magnetrons for influencing the same to establish the given or different activity of the same in the movement of the vehicle over the roadway.

17 In combination, a vehicle control mechanism including a plurality of magnetically controllable electron discharge devices and roadside mechanism including a plurality of sets of magnetic control means, a set individual to each of the devices, each of said sets embodying means for closing its associated device and means for re -opening the same.

18. In combination, a vehicle control mechanism including a plurality of magnetrons independently operable and combinedly controllable for operating train control circuits, and roadside mechanism including a plurality of sets of magnetic control elements, a set individual to each of the magnetrons, each of said sets embodying an element for closing its associated magnetron and an element for re-opening the same.

19. In combination, a vehicle control 

